Electric locomotive.



G. C. ABBE.

ELECTRIC LOCOMOTIVE.

APPLICATION HLED.NOV.9,19H-

Patented June 18, 1918.

3 SHEETSSHEEI L G, C. ABBE.

ELECTRIC LOCOMOTIVE.

APPLICATION FILED NOV. 9. my.

Patented June 18, 1918.

3 $HEETSSHEET 2.

G. C. ABBE. ELECTRIC LOCOMOTIVE.

APPLICATION FILED NOV. 9. 19]].

Patented June 18, 1918.

a SHEETS-SHEET 3.

GEORGE C. ABBE, OF LANSDOWNE, PENNSYLVANIA, AS SIGNOB TO THE BALDWIN LOCOMOTIVJE WORKS, 011 PHILADELPHIA, PENNSYLVANIA, A. CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

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Application filed November 9, 1917. Serial No. 201,063.

To all whom it may concern:

Be it known that T, Gnoncn C. Assn, a citizen of the United States, residing in Lansdowne, Delaware county, State of Pennsylvania, have invented an Electric Locomotive, of which the following is a specification.

One object of my invention is to construct a motor driven locomotive so that the over all length will be greatly reduced.

A further object of the invention is to provide a series of motor driven sections, or trucks, each having a three-point suspension, one of said points being on the adjacent section or truck.

A still further object of the invention is to construct an electric locomotive in which the guiding wheels are entirely dispensed with, the preceding one of the adjoining trucks acting as the guide and as the support for i the overhanging portion of the frame which carries the motor.

In the accompanying drawings:

Figure l is a side view of an electric locomotive illustrating my invention;

Fig. 2 is an enlarged view of the front portion of the locomotive illustrated in Fig. 1, showing the equalizing gear and other details;

Fig. 3 is a longitudinal sectional view through the connection between the trucks, showing the support on one truck for the overhanging portion of an adjoining truck;

Fig. 4 is a plan view of the connection shown in Fig. 3;

Fig. 5 is a transverse sectional view on the line 5-5, Fig. 4;

Fig. 6 is a sectional view of a modified form of connection;

Figs. 7 and 8 are diagrammatic elevations illustrating modifications of the invention, and

Fig. 9 is a view of a further modification.

In view of dimensions, shape and weight of the apparatus which makes up the rela- 'tively large, powerful electric locomotive required, particularly for heavy passenger and freight service, such apparatus is neces sarily divided into a number of sections or units, and the motors of such alocomotlve, with these various sections, are carried upon a series of trucks coupled together. Heretofore, each section, or truck, had its driving wheels and a guiding or trailer truck, and a portion of the weight of the motor (electric, in the present instance,) was partly carried by this guiding or trailer truck.

I dispense entirely with the guiding or trailer trucks for the intermediate sections of the locomotive, using these trucks only on the extreme ends, as clearly shown in Fig. 1. The forward end of each intermediate truck, or section, is carried by the rear end of the truck directly in advance of it, which is a substitute for the guiding truck, and,

consequently, the mechanism of the locomotive is greatly reduced, as well as the length of the entire wheel base.

l/Vhen a very long locomotive is to be used, 1 preferably couple the two mid trucks, or sections, with an ordinary draft coupling without a swing bolster and I concentrate the load on the center bearings of these two trucks. All the other couplings have swing bolsters.

Referring to the drawings 1, 2 and 3 are the cabs of the locomotive in which, in the present instance, the electric mechanism is located and these cabs are mounted on'the trucks 4 and 4 The two end trucks, I have indicated at 4 and each of these trucks has the guiding truck 5 with comparatively small wheels, the same as the ordinary guiding or trailing truck and supports the overhanging ends of the frames 4. The overhanging ends 6 of the other trucks 4 are carried by the rear ends 7 of the adjoining truck, as clearly shown in Figs. 1 and 2. In the present instance, the two trucks atthe center of the locomotive are connected by a coupling 8 without a swing bolster. The other couplings are made as clearly shown in Figs. 3, 4 and 5.

It will be noticed that each truck, or section, is independently driven, each having its own motor 9, which is, in the present instance, a twin motor, and this is mounted on the overhanging portion of the frame of the truck 4 or 4*, so that a portion of the load is carried by the driving wheels 10 on each truck, and a portion by the rear end of an adjoining truck.

Tn distinguishing the ends of the truck, I term the rear end that portion on which the driving wheels are mounted, the front end being the overhanging portion carrying the motor and which is supported on an adjoin ing truck.

The axles of the driving wheels 10 of each truck, or section, are connectedby rods lltl 11 to a crank on the jack shaft of the motor and the two boxes of the driving axles carry the frame through the equalizing gear 12, consisting of springs 13 above the boxes coupled at one end to the fralne and at the other end to an equalizing lever 14:, so that there is a point of suspension at each side of each truck, or section, and a point of suspension where the front end of eachtruck rests upon the rear end of an adjoining truck. Thus, each truck has a three-point suspension and the wheel base of each truck is comparatively short so that the trucks, or sections, will accommodate themselves to curvesof comparatively short radius. Each truck is pivoted to its body 1, 2 or 3, at 15, bythe usual center pins. v

,The supporting coupling is made as clearly shown in Figs. 3, and 5. The side plates 16 of the truckseidend, as in Figs. 2 and 3, and carry at their outer ends the transverse member 17, having a raised portioii 17 and through this transverse member exten ds the coupling pin 26. On the portion 18 is a hollow projection which rests upon a saddle 19, ueshaped in cross sect-idn, as clearly shown in Fig. 3, and this saddle ,is suspended from a frame 22 by links 20. of the construction shown in Fig. 5, the links being mounted on pins 21 at their upper ends. The saddle is guided by a cross member 28 of the frame 22 so that the saddle can move laterally and can accommodate itself to the movement of the two trucks. I 24 is a bufier located in a portion 23 of the casting 22 and back of the buffer is a spring 25,- tending, to force the buffer out against the projection 17? of the member 17. A draw ,bar or link 45 extends into an opening in the head 18 and the coupling pin 26 passes through an opening in said draw bar. A coupling pin 27 carried by the frame passes through an opening in the other end ofthe draw bar. By this construction, the two trucks can have a certain amount of lateral movement, sufficient to. allow them to pass around curves and also a certain amount of vertical movement. In some instances, a plain coupling may be used, such as illustrated inFig'. 6, in which the BXtBIP s'ion 18 of] one truck projects into a cavity formed in the frame 22- secured to the other truck,- and a pin 26 couples the two members. together.

While I have illustrated attruck having eight units, it will be understood that any number of units, more or less thaneight,

. may be employed without departing from the invention, and while I have shown my invention as applied to a locomotive in which each truck unit, is provided with a pair of drivers at each side, it is obvious that if the length and Weight of the apparatus be decreased one pair of drivers at each side may be omitted so that there is but a single pair to each truck, or section, as in Fig. 8, or, on the other hand, where the said length and weight are greater, there may be more than two pairs of drivers in each set, as indicated in Fig. 7 or a combination of trucks having different multiples of Wheels may be used.

, It will be seen that a locomotive constructed as above described will be materially less in length and weight of a given capacity than one in which the trucks and drivers are of the ordinary construction and arrangement.

By the construction set forth, I not only obtain a three-point suspension for each truck, but I also dispense entirely with the leading or guiding trucks commonly used in aconstruction where two or more trucks, or frames, have been coupled together to support the locomotive structure. By this arrangement, I dispense with the guiding or trailer trucks, except at the forward end of the locomotive.

In Fig. 9, I have shown a type of locomotive in which the motors are located on the driving axles and, consequently, the motor loads are distributed on the drivers, but the cab load is carried by the trucks at a point forward of the drivers, as shown, so that the load is balanced by the weight of the forward end of an adjoining truck.

In designing a single end locomotive, I may arrange the trucks in the manner shown in one half of the view, Fig. 1, using a weightvcasting to balance the rear truck.

While I have shown my invention as applied to an electric locomotive, it will be understood that I use the term motor in the claims to cover any type of engine.

I claim: v

1. The combination in a locomotive, of a plurality of coupled trucks, each having at least one pair of drivers adjacent one end and having its other end overhung and carried on the driver-supported end of another truck; and a motor carried on each truck.

2. The combination in a locomotive, of a plurality of coupled trucks, each having at least one pair of drivers adjacent one end and having its other end overhung and supported on one end of a motor driven truck; and a motor carried on the overhung portion of the truck. I

3, The combination in a locomotive, of a plurality of trucks, each having at least one pair of drivers, mounted adjacent one end, the other end of each truck being overhung; motors mounted on the overhung portion of each truck, certain of said trucks having a projecting head at its overhung end and a bearing at its opposite end for vertically supporting the head on the overhung end of another truck; and means for coupling said trucks.

neeasee 4:. The combination in an electric locomotive, of a plurality of trucks, each having at least one pair of drivers mounted adjacent one end and each truck having its opposite end overhung; a motor on said truck; a swing bearing on one truck; a head on the overhung ends of certain of the trucks formed to be supported by a bearing on the other trucks; and draw bars connecting the head and their cooperative bearings.

5. The combination in an electric locomotive, of a series of trucks, each having one end vertically supported by an adjacent truck; motors carried by the trucks; and cabs arranged in sections and carried on said trucks.

6. The combination in a locomotive, of a series of trucks, each having at least one pair of driving Wheels; a motor for each truck, said trucks being overhung, the motors being carried by the overhung portions of the trucks, the front end of the intermediate trucks having projections resting on supports at the rear of an adjoining truck; and means for coupling the several trucks, the coupling being free to move laterally so as to allow the several trucks to accommo date themselves to curves.

7. The combination in a locomotive, of a series of trucks, each having at least one pair of driving Wheels and a central support on an adjacent truck forming a three-point suspension; a saddle on the adjacent truck; links supporting the saddle, the projecting portion of the first mentioned truck resting upon the saddle; and a draw bar connecting the two trucks.

8. The combination in an electric locomo tive, of a series of trucks upon which are mounted the cabs, each of the intermediate trucks having driving Wheels which support the main portion of each truck and having an overhanging portion supported by an adjoining truck; an electric motor on the overhanging portion of each truck, the end trucks having supporting Wheels for the overhanging portion; and an equalizing gear for each individual truck so that all of the trucks have a three-point suspension.

In Witness whereof I aflix my signature.

GEORGE C. ABlBlE.

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